Automatic cab signaling and train-stopping mechanism.



A. P. SANBORN 6L R. C. WILSON.

AUYOMATIC CAB SIGNALING AND TRAIN STOPPING MECHANISM. APPLICATION rlLEnrsEPr. 14. 19M.

A. P. SANBORN 6L R. C. WILSON. AuoMATlC CAB slGNAuNG ANU TRMN STOPPING MECHANISM.

APPLICATION FILED SEPT. \4. |914.

Patented June 13, 19H5.

5 SHEETSASHEET 2 and Vea

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A. P. SANBORN & R. C. WILSON. AUTOMATIC cA STGNALTNG AND TRAIN sToPf'mG MECHANISM.

APPUCATION FILED SEPT. 14. 19I4.

Patented June 13, 1916` 5 SHEETS-SHEET 3.

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A. P. SANBORN R. C. WILSON. CAB SIGNALING AND IRAIN soPPlNG MECHANISM.

APPLICATION FILED SEPT. H. 19H. 1,186,844. Patented June 13, 1916.

5, NUTS-SHEET 4.

AUTOMATIC a i 14.2152272302@ C.' 77.70022 awww@ A. P. SANBORN 61 R. C. WILSON.

AUTOMATIC CAB SIGNALTNG AND TRAIN STOPPING MECHANISM. APPLICANON FILED' SEPT.14.1914.

UNrrED STATES PA'rENT orare.

ARTHUR P. SNBORN AND ROY C. WILSON, OF OSSINING, NEXJ'v YORK.

AUTOMATIC CAB SIGNALING AND TRAIN-STOPPING MECHANISM.

Specification of Letters Patent.

Application filed September 14, 1914. Serial No. 861,614.

T 0 all whom t may concern Be it known that we, ARTHUR P. SANnonN and ROY C. lVrLsoN, citizens of the United States, residing at Ossining, in the county of lVestchester and State of New York, have invented certain new and useful lmprovements in Automatic Cab Signaling and Train-Stopping Mechanism; and we do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it 'appertains to make and use the same.

This invention generically pertains to railroad block signaling systems but more especially to that class of the latter in which the signals are displayed within the locomotive cab.

One object of the invention is to provide i a system which will greatly reduce the number of railroad calamities by preventing an engineer from unheedingly passing a signal indicative of danger as well as one which will at all times apprise him relative to the right of Way.

A further object of our invention is to elimin-at, the' semaphore arms and bridges now employed by the usual block signaling system and in their stead, substitute a series of members disposed contiguous to the track and controlled by`a mechanism located at the entrance to each block to coperate with suitable circuit closing means carried by the train to indicate on the latter by means of suitable signals, caution, safety, or danger, as the case might be, depending on the condition of the block ahead.

Another and further object of the invention is the provision of means Ifor energizing certain of the devices disposed contiguous to the track and denergizing certain others pursuant to the condition of the track.

Another and still further object of the invention is to provide a series of signals situated within the' locomotive cab and means for controlling these signals whereby when one signal is brought into operation, the other is made inoperative.

Another a id further object is to provide means for plainly and unmistakably indieating to the engineer the condition of the right of way as well as means for automatically bringing his train to a standstill should he fail to heed the danger signal and at the Same time t0 automatically record the time at which the signal was iven.

With these and other jects in view, our

invention consists of certain details Of con' struction and arrangement and combination of parts to be more particularly pointed out and claimed.

ln the accompanying drawings in which similar reference numerals indicate corre; spending parts: Figure 1 represents a. diagrammatic view, illustrating the abutting extremities of twovblocks, the relative arrangement of the track magnets, and the cabinet disposed at the entrance to each block and containing the means for controlling the track magnets, said cabinet having a part thereof broken away to show magnet controlling means; Fig. 2 is a side eleva-tion of the track at the juncture of two blocks showing the relative arrangement and disposition of the track magnets and their circuit controlling means. Fig. 3 is a diagrammatic view, illustrating the various signals; their circuits, and the means for controlling the same; Fig. Ll is a longitudinal vertical section of the solenoid cas-y ing; Fig. 5 is a transverse vertical'section taken on the line 5 5 of Fig. 4;. Fig. 6 is a similar view, taken on the line 6-6 of Fig. 4; Fig. 7 is a horizontal section take-n on the line 7-7 of Fig. l; Fig. 8 is a front elevation of the signal cabinet or casing, illustrating the Various colored glass closures for the openings therein and the slots for the annunciator drop; Fig. 9 is a transverse vertical section thereof taken on the line 9"9 of FigS; Fig. 10 is a fragmentary p0rtion of a similar section, illustrating the diOp in actuated position; Fig. 11 is a persl'yective view of the drop; Fig. 1Q is a top plan view of one of the track magnets; Fig. 13 is a side elevation thereof; Fig.v 14 is a longitudinal section through one of the track magnets; Fig. 15 is a transverse vertical section taken on the line 15-15 of Fig. 14; Fig. 1G is a longitudinal section of the steam controlling valve and its coperating solenoid, Fig. 17 is a diagrammatic view showingrour improved circuit breaker for a train operated electrically; Fig. 18 is a fragmentary-- section oi our improved signal housing'loh cated within the locomotive cab, and illustrating more particularly, the relative arrangement of the double acting armature and its cooperating magnets; Fig. i9 is a detail view of the cabinet containing the auxiliary signal lamps; Fig. 2O is a fragmentary showing of an engine pilot beam having our improved ioiising depegiing Patented June is, 191e.

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therefrom with the arm which is preferably mounted in said housing disposed beneath the service track magnet whichlatter is in section; and Fig. 21 is a horizontal section taken on the line 21-21 of Fig.2.

Briefly stated, our invention contemplates the us of two pairs of electromagnets di's, posed contiguous-to the rails with one pair on each side of the latter and for the sake of convenience, one pair of these magnets will be designatedgas the service air magnet and emergency air magnet respectively and the other pair designated as the clear and cantieri magnets respectively. These magnets are energized when desired by a certain n'xechanism situated at the entrance to each block which mechanism is controlled by a towerman as would be the ordinary semaphore signal.. Should the signal or towerman desire to indicate to the locomotive engineer that the track is clear, he, through the instrumentality of the. mechanism situated at the entrance to each block, energizes the clear track magnet,-which latter coperates withcertain means carried by the train to close a predetermined circuit -tliereon and display a yellow light within '-1 the engine cab. However, should the towerman desire that the engineer should lprev ceed with caution., he through the aforementioned track mechanism, energizes the` caution magnet which latter coperates with means upon the train to close another circuit extinguishing the yellow light indicating safety Aand lighting a greenlamp informing the engineer that he should proceed ahead witli caution. On the otherhand,

sioud the-block ahead be occupied and the4 signalman desires to inform the. engineer of thecxisting danger condition of the block ahead,he through the mechanism located at the entrance to the block, energizes the two magnets hereinbefore referred to as the serv ice air and emergency air magnets, which latter will coperatewith certain means carried by the, train to stop the latter and at the same time extinguishing the greenlamp and closing the circuit throughy a red lamp located within the engine cab and indicative of. danger. Also in addition, to displaying the danger `signal within the locomotive cab, the two service and emergency air magnets will bring the train` to a-stand-` still and simultaneously record the time atY whichA the danger signa? was given.

Referring more partieularly'to the drawings, 1 designates 'a locomotive, 2 the track rail, 3 the small cabinet which is intended to be disposed at the entrance of each block to replace lthe ordinary semaphore signal as new employed. This cabinet is preferably formed of metal, has a substantially Y rectangular configuration and is provided w th a door opening and door 5 to give to the interior thereof for repairing the mechanism containedtherein when de sired. Vertically mounted within the cabinet 3 is a panel 6 formed ofany suitable insulated material such as wood fiber, etc. Secured to one face of the panel 6 by angle irons or other fastening means, are the two relays 7 and 8 which are the usual home and distant relays now in common use.. Adjacent the home and distant relays 7 and 8. A

upon the panel 6, are the three electromagnets 9, 10, and 11 disposed in alined and spaced relationship as clearly shown in Fig. 1.

Secured to and insulated from the supporting member l2 is a resilient finger 13.

stud 17 with one end projecting in front of electromagnet 11 and adapted t0 act as an. Contiguous to the.

armature vfor the same.

lower extremity of the spring linger 13 are the two angular shaped contacts 17 and 18 adapted to be' bridged by the finger 13" while adjacent the upper extremity of the A resilient finger 14.- are the two angular contacts 19 and 20v which are adapted to be normally bridged by the finger 14 and opposite the extremities of the contact member 16.

are the two pairs of contacts 21, 22 and 23, 24 adapted to be alternately bridged by the member 16. As it is necessary to normally.'

retain the latter bridging contacts 21 and 22 in electrical connection, there is provided a spring 25 which is secured to 'the panel end has its free end bearing against thelu pernd of the Contact shown in Fig. v1.

Contiguous to the track rails are theA two member 16 as clear y 11o pairs of electromagnets 26, 27, 28 and 29 respectively, one pair being disposed on'v each side of the track. The pair 26, 27 located on' one side of the track will be referred to as the service air and emergency air magnets respectively while those on the other sideA of the track 28, 29v will be referred to as the clear and caution magnets respectively. These magnets each consi`st of a`rectangular base 30 having a central web 31 which latter is provided with a circumscribingmagnetic coil'32 which latter converts said web 31 into the core of the magnet. A cover 33 having therein an opening 33 Whose lengt-h and width correspond to the side of the. web 31, is disposed upon the coil 32, the web 31 projecting therefrom to permit the latter to perform its predetermined function. Both the cover 33 and the base fiange 30 are apertured at their extremities to receive fastening devices by which they may be secured together, as well as fastened to their respective supports. rPwo of these magnets just described which have been designated as the clear magnet and service air magnet 28 and 2G respectively, are supported in an inverted position by the two pairs of L-shaped brackets 34 the right angular extending upper portions of which arelsuitably apertured to receive the fastening members passing through said cover and base ot the magnet. One pair o said L-shaped brackets 34 is secured to the two adjacent ties and disposed contiguous to the track rails 2 and on one side of the latter at a point about three hundred yards to the rear of the block entrance hereinbefore described and carries the service air magnet 26 while the other pair of L-shaped brackets is disposed on the opposite side of the traek'contiguous to the rails 2 thereof at a point about one hundred yards from the block entrance. The other magnets 27 and 29 termed the emergency air and caution magnets are mounted upon the opposite sides of the track and have their base flange 30 mounted directly upon two adjacent ties at a point adjacent the block entrance.

Vithin a well conveniently located near each of the cabinets 3 hereinbefore described, is a battery 35 having one terminal connected to the emergency air magnet 27 by the conductor 36 and the free terminal of the latter being connected by conductor 38 to terminal 19, conductor 39 joining terminal 20 with terminal 21 and conductor 38 connecting terminal 22 with the opposite pole of battery 35 so that the circuit to the emergency`a-ir magnet may be completed when desired. As the service air magnet is intended to be energized simultaneously with the emergency air magnet, the former is conneet/ed by the conductors 39 and 40 in parallel in the circuit of said emergency air magnet. To energize the clear and caution magnets 28 and 29, the former is connected with the battery 35 by the conductor 40 connecting conductor 38 with the terminal 23, conductor 41 connecting contact member 24 with one terminal of the clear magnet 28=` the other terminal thereof being connected by conductor 42 to conductor 3G.v To place the caution magnet in circuit with battery 35, the former has one terminal connected ,by conductor 43 with the contact 17 conductor 44 connecting terminal 18 with one terminal of relay 10, the other terminal thereof being connected by conductor 45 with conductor 38 extending from one pole of the battery while the other terminal of the caution magnet is connected with the opposite pole of the batteryby conductor which latter is connected to con- V@meer as. i

In order that the electromagnets 9 and 11 may be readily controlled by the towerman, said magnets are included in series in the circuits of the home and distant relays 7 and 8 respectively so that when either of the latter are energized, one of said magnets 9 or 11 will be also energized to actuate its respective armature.

From the connection above set forth, 1t will be seen that it the distant relay 8 is energized either by a signalman or autoluatically, the coil 1l connected in series therewith is also energized so that its armature 1G will be actuated to close contacts 2 and 24. permitting current to flow from the positive pole of battery 35 through conductor 33, conductor 40; contact 23, armature 1G, contact 24, conductor 41 to clear magnet 28 through the latter, thence through conductors 42 and 36 to the negative pole ofbattery 35 thus energizing clear magnet for a purpose hereinafter to be described. lf', at the next block, the home relay is energized. then the electromagnet 9 in series therewith, will also be energized so as to attract the resilient finger 13 and close contacts 17 and 13 whereby current will be permitted to flow from the positive pole of battery 35 through conductors 38 and 45, electromagnet 10, conductor 44, con- ,tact 13, spring finger/13, contact 17, conductor 43 to caution magnet 29 through the latter, -and thence through conductors 45', 4Q and 36 to the negative pole of battery thus energizing the caution magnet. On the other hand, should both home and distant relay be denergized, then the contact member'or armature 16 will bridge the contacts 2l and 22 and resilient finger 14 will bridge contacts 19 and 20 Aso that cur- 'rent will flow from the positive pole of battery 35 through conductor 28', contact 22, contact member or armature 16, contact 21, conductor 39, contact 20, spring finger 14, contact 19, conductor 33 to emergency air magnet 27 through the latter, through conductor 3G to the negative pole of battery 35 which will be seen, energizes the emergency air magnet. In addition to energizing the emergency air magnet inasmuch as this circuit also includes the service air magnet which is connected by conductors 40 and 39 with conductors 38 and 3G respectively, the service air magnet will be energized simultaneously with the emergency air magnet as will be readily understood.

Furthermore, it will be noted that when the circuit to the caution magnet is completed as hereinbefore described, by reason of the electromagnet 10 being included therein, the resilient finger 14 will be actuated and disengaged from contacts 19 and 20 so as to open the circuit to the emergency and service air magnets simultaneous with the energization of the caution magnet. S0,

it will also be .seen that when spring contact member or armature 16 is actuated to close the circuit to the clear magnet 28, it will disengaged from contact 21 and 22 to open the circuit to emergency magnet 27 and. vice versa.

The foregoing constitutes the construction and disposition ofthe different track magnets which are intended to be disposed at the entrance to each block, the energizing circuits therefor, and means for controlling the saine also disposed at the entrance to the block whereby either the caution or the clear magnets or the emergency and service air magnets may be energized in accordance with the condition of the block ahead.

Located within the engine cab in easy v'iew of any occupant thereof, is our improved signal box consisting of a substantially rectangular lshaped casing 47 formed of wood or othersuitable material and having one face thereof formed with three suitably spaced and alined annular openings 48, 48 and 48, which latter are provided with yellow, green, and red colored glass closures. Above each of the openings just referred to are two longitudinally extend` `ing and vertically spaced slots 49, 49 and 49, the purpose of which will hereinafter appear. The rear of the casing is open and provided with a suitable door 50 and latch for the same 50. Within the casing immediately to the rear of the openings 48, 48 and 48, are' three incandescent bulbs 51, 5l and 5l. and immediately above the latter and lo the rear of the openings 49, v49 and lll are three electromagnets 52, 52( and 52" securcdby brackets in a depending position from the top of the casing -47 as clearly shown in Fig. 9. Disposed yon the upper side of each ofthe magnets is :t substantially U-shaped plate having each of its legs disposed at opposite extremities of the electromagnet, one of said legs being disposed adjacent to the openings 49, 49 and 49 and provided with longitudinally extending bars adapted to register with said openings and the other end being disposed al such an angle with respect to the magnet coil as to lift the plate whenever said coil is energized, thus bringing the bars -on the forward end of the plate into registration with the openings 49, 49 and 49 as will be readily understood w/ithout further description, and Ain this connection, it is to be understood that the bars on these plates correspond to the color of the light below that is, the bars on the plate above the yellow signal lamp correspond therewith and so forth.

Also aitliin the casing 47 adjacent the door thereof, a vertically dispod and longitudinally extending panel 54 Composed o any saltati-le insulating material as wood,

liber, etc., and maintained in vertical positions by brackets 54. Upon one face of the panel 54 are mounted the four electromagnets 55, 56, 57 and 58. operating with the two magnets and 56 are the two resilient fingers 59 and (30 which are connected at one end to two supporting members 59 and 60 and having their free ends projecting beneath the coils of their respective magnets. Immediately below the free end of cach et the finger are two terminals 61--6l and (i2-M62 adapted to be bridged by the overlying fingers. livotally mounted nitermediate its ends above the two magnets 37 and 58, is a double-acting armature 63 having one end cooperating with the two contacts 64--64 overlying one extremity of said armature. To permanently maintain the armature 63 in actuated position, there is secured in offset relation to the panel, a resilient plate. 65 having the indentures 65 and 65 adapted to receive one end of armature 63 with which said spring eopen ates as will be readily seen on reference to Fig. 18.

In addition to the signal box located within the engine cab, we provide additional means in the locomotive cab which cooper1 ates with the air valve to open the same and bring the train to a. standstill comprising a substa ntially rectangular casing 66 provided with two doors 67 and 67 together with air pipe openings 68 and 68 formed therein in planes at right angles' to each other to provide passages for the auxiliary air pipes 69 and (39 extending from the main air pipe. A valve housing 7() pro\.'i;led with a rotary valve, is disposed in said casing 56 at the juncture ot the two pipes il l iV to connect the saine. Said rotary valve is formed with a laterally projecting stem 71 carrying an arm T2 which latter at apoint suitably spaced from its upper endmgarries an eX# tension 73,'likewise provided with an arm 74. Stem 71 has a coil string 75 which normally holds the valve closed and the arm 72 in a position substantially at right angles tothe air pipe 69. The upper extremities of both arms 72`and 73 are reduced Afor a. purpose to be hereinafter described.

A solenoid 76 is suitably housed and supported within the upper portion of the casing 66, the central portion of said solenoid being substantially in alinement with the reduced end of the arm 74. The core 77 of solenoid 76 is provided witha longitudinally extending opening 78 having its outer end communicating with an opening formed in the solenoid casing while its inner end communicates with a channel 79 which forms a continuation of opening 78. Disposed within the opening provided at its extremities with extensions .81 and 82. The latter extends through o ening 79 and when the plungerV 8O has een 78 is a plunger 8O brought to actuated position, projects througli a suitable opening 82 formed in the bach' ot the solenoid casing and extends to .i point slightly to the rear ot the latter. vlt however.r the plunger is in its normal position, the tree end ot the extension 82 will lie slightly to the rear of opening 82 oi the solenoid casing. rl`he other extension 81 projects through the opening formed in the trout ot the solenoid casing and has its outer portion slotted as at 82'/ to receive the reduced end ot' the arm 'i4 whereby when the plunger is drawn inwardly, said arm 71 will bc actuated, the valve stein T1 rotated and the air valve completely opened, so as to immediately bring the train to a full stop. .inasmuch as the action ot this solenoid TG is to bring the train to an instantaneous lstop, it shall be designated as the en'iergeney relay.

Abutting the rear of solenoid 7G is an angul a r easing 83 provided with a downwardly swinging cover 84 which may be fastened by any locking means 85 to prevent tampering with the contents ot the casing. chronological motor 86 is mounted within the casing 83 and through a train of mesh-4 ing gears 87 rotates a revolubly mounted shatt 88. which latter carries a metallic disk 80 held in place upon said shaft by a stop 90. A chronological chart 01 is mounted upon the shaft contiguous to the disk, said chart haring thereon twenty-four equal divisions corresponding to the twenty-four hours of the day` which latter are further divided into halt hours. quarters, etc., as will be readily understood. 1n the back of the casing 8?) in alincment with the extension 8L). and plunger 80, is an opening 8:2 provided with an inwardly extending sleeve 93 and slidably mountedwithin the latter is a punch 91 having one end pointed and carrying a coil spring 95 to return the punch to normal position. An L-shaped bar 9G depending from the casing 83 is formed with an opening in its tree end cooperating with the punch 0l to limit the penetration of the latter as will be readily seen on reference to Fig. 1t. As the upper portion ot' the chart 91 rotates intermediate punch 94 and bar 9G, when they former is t(ircedinwardly, it will pass through the chart and into the opening in raid bar tlt', thus indicating the time the signal was given.

Supported in front of chart J1 is a marker 0T normally bearing against the face ot said Lhart, n hereby when the latter has coinpleted a revolution, there will be an unbrolten circle thereon. The marker 97 is supported in proper position by the spring holder im which latter has one extremity secured to the door 8l as at 0) andthe upper end projecting into the upper portion ot the casing.

Slidably mounted within suitable ,guides secured to the top of the easing, is a U- shaped plate 00 having one end cooperating with thel upper end of spring holder 08 and the other end extending vertically downwardly through an opening in the sleeve 93 into the path ot the plunger 82 so that when the latter actuated its extension will strike against the extremity ot' said U-shaped plate 00 to move the same horizontally through its guides and disengage the marker from the tace ot the chart. Also as the marker holder is mounted upon the door 84, any attempt on the part of the engineer to tamper with the chart will be shown, as opening the door will remove the mailker and in this manner break the circle. To lock the plunger 82 in actuated position, we provide a spring actuated catch 100 which engages a shoulder 101 formed in the extension 82. A hand release 102 enables the engineer to disengage the latch 100 whenever he desires to do so. Hence, it will be seen that when emergency magnet or solenoid 7 (3 is energized, the plunger 80 will be drawn inwar ly and the brakes instantly applied While at tle same time, a record is made signifying the exact minute the application of the brakes occurred.

Vithin the casing G6 besides the emergency solenoid 76, is a second solenoid 103, the structure of which is identical with that of solenoid 7 6 with the exception that its plunger 104 has only one extension 105. This extension is formed'with a slot 106 at its outer end which engages the reduced end of arm 72 as clearly shown in Fig. 7.j As this solenoid is merely intended to only partially open the air valve in the housing 70, it is necessary to allow for a further movement of the arm 72 when the emergency solenoid'is energized. Therefore, the plunger opening 78 in solenoid 76 is slightly longer than that of solenoid 103 as will be readily understood without further explanation. This last mentioned solenoid 103 will be designated as the service solenoid because it does not completely open the air valve but brings the train to a gradual stop, the same as the engineer would do if he stopped the train in the ordinary manner.

A switch panel 107 vertically supported within the casing Gt' upon suitable brackets 107 carries two switches 108 and 109 together with a terminal 109 for a purpose to be hereinafter referred to. Within the locomotive cab preferably under the engineers seat therein, is located a battery 110 which is Aintended to supply the necessary current for the two solenoids and signals hereinbefore described.

Depending trom the. pilot beam of the locomotive on opposite sides of thc latter, are the. two hollow metal standards 111, and bolted to the lower extremities of the same are the annular metallic housings 112 and 4through i'onilurto: 24, i

112 respectively. As clearly shown in Fig. 3, right angular-ly shaped steel arms 113 and 113 h having an-enlarged outer exf tremity as at 114 are pivoted at their inner ends within the housings 112 and 112 project through 'openings 115 therein and then extend in a plane at right angles to that. portion projecting through the casing, Sulliciently to pass above and below the service or emergency air magnets hereinbefore referred to.

Within the h'ousing 112 adjacent the inner pivoted ends of the arms 113 and 113 are formed upwardly und right angular branches 116 and 116 on the top i f which are formed. insulated T-heads 117 und 117, equalizing coiled springs 117 nornmlly maintaining' the arms in a horizontal position as will be readily understood without further desc iption.J I

VVlthin the housing 112 .immei'lizitely in front of the branch 116 are the lower ex tremities of two spring contacts 118 and 115), which are properly insulated from each other and depend from the insulated block 120 fixed to the side of the. casing. u ranging the contacts in this manner, when arm 113 is moved downwardly, that is when it is passed above the emergency air magnet and is attracted by the latter und moved downwardly, es tie lower entre 'ty of spring contact is in the path of tu moving T-head 117, the (wo contacts.; 111:4 und 115n are brought into engagement a i f` cuits which they control are iicri i To the rear ot' branch .11o ure tuo other spring contacts 121 :md 1522 ported in insoluti-'d relation upon the lated bracket 123 :is clearly shown in 3. .,y this meansl when the lifte spring' contact 122 will of the opposite ond of Thend 27. contacts s1231 and 122 'will he gethcr und the 'circuit which "wirr/? closed. These sux-ing omit-ich i. nii l erre connected in i yries with hotrerg il!! und emergency muguet or sflrnoid 71E et. hat when brought tcgfriher, mrs-ren! will ion from the positiw terminal of battery 1155 ld ind 119, condui for 'i' Edil", ron-- .iuctor 126 m one terminal ol solenoid TU. und from iin iil= poni hereof tl'xroug'h roruiici'iw y 10% conduror 128 to ihr oggimite pole ot buttery 110 Meli onrrggizes the ciiurgrwfy fili' 1:flirt or solenoid T15. causing; the ser@ o opirzir in the nuinmr hercinbel'or ill ir spring rontzlwts '2:31 H mated in es with the servire nir Monnet lf funi wil; no lorirruzrug'nrt fr@ which controlsv the armature Fig. urn: 112:. is in' ir the path the two lit ionl 12:). :ire miotroniagnet in a B V 2112 y "end of' gagement with spring Contact 19.2, cruising the hitter to contact with the adjacent spring Contact 121, so as to permit currentto ii'ow through the service solenoid and said eleo- 'manner to be hereinafter ,i #76 scribed. To permanently retain he twoconf in engagement with each other, 'w'e pror'rw a catch 121 disposed above the trennties of the contacts 121 andund adopted to be brought into engagement with the latter by the electromagnet 1&2 disposeil immediately below said catch to actuate the atter, i

Disposed Within the other housing 11:2 in

front of the branch 116 `are two suitnt-x' 80l spaced :and insulated contrer@ 12S? :rrd 13d which depend from the top f. "l o as to have their lower extreini in the path of the T-heud 117 the :ii-m 21.5 isniorefl :'iivalwr--Qly i f? truck magnet under which it ,was l contarte 1;9 and 13? will be brought j ,sr gagcment for i purpose hereiimiter to he described. Two other contacte 1521 and 151;! are supported in spaced und insulated rela 90 tionship within the casing with their upper extremities disposed contiguous to the op positc end of the Teheod. 11'11" i tlm when the erm 113" is moved (lmanmtdlv .ire :=l passes above the caution trorlx musgnet. tlm 5"5 aforeeuid T-hend 117 will ls@ x-i nifdi :i engagement with Contact lili.'

the hitter into Contact with i at purposzyto he iieriiaeiiziiff."

l*`urtliermore that flic vont; JN

muy he perinzii'ienily loci n with ooe another, we pu :a her 131 pivotalli' mounte` Ahoi the upper said contacts nud conrr( the, olectronrfig'net so :lint zf'un this loelii;

isilerne1gimd, igt,I n will drop find engage the upg-r met 151:5 to retain the Slime 'ff 'lfo meow the Velino l l linie lli" referred to to be energized hy Y lill, the former is in circuit with the Aotter throrglz conductor 33 rvlzieli, coninfcicri to one terminal of seid lomp. contacts (1 und 11` resilient finger '39 condufor 15%?. mn lli' 1arte' GZ" unil HZ, rmnluctor um. ou doctor 13H conncrrd 'ith the positive g el' initie-ry 1l() while he other the lump Jil is mmv-led by coin 1518 und *'sf." with the negati:

I l`oei1irge'lxo tho minis .s tromfqjnct il thil lutter :ire iiiviff hw in the circuit oi' in lf' :nouns f4 omitir om mminol of Y unil nl' clecromugnlit of. rondrit-tor lll extmdingf from the other ter` mimi? of su id imagine? o rontiict 13;

i iifm 1.31ct

j from uml roliilurtor 14;! extending from. the roaming conluct 131 to the conductor 134i, they other ter-- mimi! the lamp being connected through conductors 133', 137, 138 and 139 to the negative pole of battery 110. To energize lamp 51 it is included in the circuit of battery 110 through conductor 144 extending from one terminal of light 51 to contact 64, conductor 145 extending from contact 64 to one terminal of electromagnet 56, conductor 146 extending from the other terminal of said relay to conductor 136 extending to the positive pole of battery 110; the other terminal of said lamp bein-g connected hy conductors 147, 138 and 139 with the negative pole of battery 110.

As it is essential that the electromagnets 52, 52 and 52 be energized sinmltaneous with the cnergization of lamps 51, 51 and 51 respectively, said electromagnets are connected in parallel with the circuits of said lamps that is, electromagnet 52 is connected by conductors 148 and 149 with the circuit ot' light 51; electromagnet 52 is connected by conductors 150, 151 with the circuit of light 51 and electromagnet 52 is Connected by conductors 152, 153 with the circuit of lamp 51 as clearly shown in Fig. 3.

As it may sometimes be desirable to have what may be termed an auxiliary set of signals working in conjunction with those in the locomotive cab, we provide a small rectangular shaped casing 154 which may be attached to the last car of a train o1` any other suitable position and provide said casing with a series ot' alined and suitably spaced annular openings 155, 155 and 155, which latter are provided with glass inclosures colored yellow, green, and red respectively and to the rear of each of these openings within the casing we dispose three incandescent bulbs 156, 156 and 156 which latter are connected in parallel with the circuits of the yellow, green and red lights in the hereinbefore described signal disposed in the engine cab, that is, incandescent bulb 156 is connected in parallel with the circuit of lamp 51 by conductors 157,'158; light 156 is connected in parallel with lamp 51 by conductors 159, 160; and lamp 156 is connected in parallel With the circuit of lamp 51 through conductors 161 and 162.

Asih the operation of our system, we have found it advantageous to close the steam valve simultaneously with the application of the air brakes, we also provide a valve casing 163 connectedV with the steam pipe and having valves and seats 164 and 165 to open and close the by-passes formed in thevalve. The valves 164 carry a stem 166 which extends through an opening 167 in the top of the casing to project above the latter. A plate 168 having a suitable opening to admit the stem 166 is disposed on top of the casing 163 and carries an arm 169. Pivotally connected to the arm 169 is a bell crank 170 which is connected to the upper extremities of the valve stem 166. Encircling the stem 166 intermediate the arm 170 and plate 168 is a coiled spring 171 normally maintaining the valve in an open position.

buitably mounted in the cab adjacent the valve, is a solenoid 172 having its core longitudinally slotted and provided with a plunger 17 3 carrying an extension 174 which engages the free end of bell crank 17() so that when the solenoid 172 is energized its plunger will be drawn inwardly and bell crank 170 actuated to close the valve as Will be readily understood on referring to Fig. 16. This solenoid just described, is included in the circuit of the service air magnet carn ried by the train, which circuit will hereinafter be traced. Should this system however, be used in conjunction with an electrically operated train, we provide an elec-` tromagnct 175' in the circuit of the service air magnetl instead of solenoid 172. This electromagnet 175 controls a mounted contact 175 which normally engages the terminals or contact points 176 and 176 of the motor circuit of the car whereby if electromagnet 175 is energized,

the movable contact member will be lifted,-

thus disengaging said member from contacts 176 and 176 and breaking the cars motor circuit to stop the latter.

From the foregoing description, taken in connection with the accompanying drawings, the operation of this system is as fol- Tows: Assuming the circuits to be all normally open, should the signalman through the circuit closing mechanism located atI the entrance to each block,venergize the caution magnet 29 then the arm 113 carried by the train and pivotally mounted in housing 112 is drawn downwardly by said magnet which actuating branch 116 brings T-head 117 into engagement with contact 132 contacting the latter with contact 131 and thus completing a circuit from positive pole of battery 110 through conductors 136, 142, spring contact 131, contact 132, conductor 141, electromagnet 155, conductor 140, green lamp 51 and conductors 133', 137, 138 and 139 to the negative pole of battery 110 which it will be seen displays the green signal to advise the engineer that he should proceed with ca'ution, and at the same time energizesmagnet 55, so that the latter will actuate spring finger 59 and disengage the latter from contacts 61 and 61.

If however, the clear magnet 28 is energized instead of caution magnet 29 then as arm 113 passes below said magnet 28, it will be attracted by the latter and lifted so that branch 116 1s actuated to bring one end of its T-head 117 into engagement with the spring contact 129 bringing the latter to 4 bear against contact 130 and completing a circuit from the positive pole of battery 110 through conductors 136, 142, conductor 177,

pivotally n magnet 57 through the latter and from the other terminal thereof through conductor 181 to conductor 139 and the negative pole of battery 110. This it will be seen causes the energization of the electromagnet 132y and elevates its cooperating armature 131 to release contacts 131 and 132 and consequently breaking the circuit of green lamp 51 if it has been previously closed and deenergizing electromagnet which latter allows spring finger 59 to drop back into engagement with the contact-s 61 and 61 so as to complete the circuit of the yellow light and permits ourrent to flow from the positive pole of battery 110 through conductors 136, 135, contact G2, spring finger 60, contact G2', conductor 131, contact 61, spring finger 59, contact 61, conductor 133, lamp 51, conductors. 137, 138 and 139 to the negative pole of battery 110. At the same time, current will flow through conductors 148, 149 to the electromagnet 52, energizing the latter and bringing thc drop into its proper position and also to conductors 157 and 158 energizing the auxiliary lamp 156, all of .which will notify the engineer that safety conditions exist and he may proceed at full speed ahead.

On the other hand, should both clear and caution magnets be denergized and the service and emergency air magnets energized in lieu thereof, then as the other arm 113 carried by the train passes below the service magnet, it will be lifted by the latter to bring the T-head 117 carried by branch 116 into engagement with Contact 122, causing the latter to bear against con' tact 121 so as to complete a circuit from the positive pole of battery 110 through conductors ,136, 142, 177, electrpmagnet 132', conductors 178, 182 to one terminal of the switch 182 through the latter and through the opposite terminal thereof and through conductor 183 to 'one terminal of electromagnet 122 and from the other terminal of the'latter throughconductor 183, contacts 121, 122, conductor 184, solenoid 103,

- conductory 185 to one terminal of electromagnet 58 through the latter, and from the oth ci` und partially' dln' bring the to n :new time e1 a --s magma i hiffn, artnates 125i so as t release contacts 131, they have been hrougin; together t" the cauti@ a1 lamp cir: it; aiso euer net 58 which actuates armature bring' mn' may 63 and ,he latter in Contact with theI ter- 61 and 64 so that a circuit is comy.energizing the pole of battery 110, thus displaying the danger signal and informing the engineer as to the dangerous condition of the block ahead and at the same time, notifying him that his brakes are being applied Simultaneous with the completion of the circuit through lamp 51 by reason ot' the parallel connection of electromaguet 5'2" with the lamp circuit through conductors 152 and 153, the drop will be brought into action, also through the parallel cmmection of the auxiliary red light with the lamp 51"' b v con` ductors 161 and 162, the former i'. ill la, lighted simultaneous with the latter as understood qwithout further description. In addition to completing this red light circuit, electrolnagnet connected therewith and completing the circuit through the auxiliary lamp, this circuit last traced also cnergizes electroxnagnet 5G so as to actuate spring iinger and disengage the latter from contacts 62 and (52 whereby the circuit of the white light is broken if the latter happened to be closed at the time the danger signal was completedE i If the train should fail to come to a stop after traveling about three hundred feet, the distance between the service air magnet and the emergency air magnet 27, thelatter will attract arm 113 as it passes thereover andpulling the same downwardly, will cause the T-head 117 to bring spring contacts 118, 119 together which closes the circuit controlled thereby and energize/S the emergency magnet or ,solenoid 76 which re tracting its plunger hy reason thereof, will operate the arm 74 and eolnpletvly open the air valve which instantly stops the train. Simultaneously with the actuation of the arm 74, the plunger 79 contacting with punch 94 causes the latter to pass through chart 91 and register the time at which the emergency signai was giver.

As it may bc somethin iesiraiilc to test the emergency or solenoid we provide :i shunt circuit extending fry-'nn roufluctm 122 through cominciai l/fl' te one ierminai of switch 109 and through the other*terminal then-ni through conductor l!! to ierznhm 109 so that when s closed. a riz. cuit iii oe cf, l ,hr solch as wili be. ren attirant ilerthe-r tracing.

From the foregoing description, it will he Seen that we. have provided a, hlorh signal`v standing relative to the right of way and.

at the same time provides means which will automatically bring his train to a standstill `should he4 unheedingly pass a signal indicative of danger. l 1

From the foregoing description, taken 1n connection with the accompanying drawings, the construction and operation ofthe invention will be readily understood without requiring a more detailed explanation.

Various changes in form, proportion and the minor details of construction may .be resorted to without departing from the principle or sacrificing any of the advantages of the claimed invention.

We claim as 'our invention:

1. In an automatic block signaling system of the character described, the combination with a pair of signals indicative of caution and danger, and an air controlling valve, a solenoid operatively connected with said valve, an electrically energized circuit for said solenoid, a switch member in said circuit, a movable arm adapted to close said member, means for operating said arm, additional circuits for said danger and caution signals, a,magnet in the first named circuit, an armature for said magnet adapted to close the circuit through said danger signal, an additional magnet in the first named circuit, and an armature for said additional magnet adapted to break the circuit through said caution signal simultaneously with the closing of the circuit through said solenoid.

2. In an automatic block signaling system of the character described, the combination with a pair of signals indicative of danger and safety, and an air controlling valve, a solenoid operatively connected with said valve, an electrically energized circuit for said solenoid, a switch member in said circuit, a movable arm adapted to close said member, means for operating said arm, additional circuits for said danger and safety signals, a magnet in the first named circuit, an armature for said magnet adapted to close the circuit through said danger signal an additional magnet .in the last mentioned circuit, and an armature 'for the former adapted to break the circuit through the safety signal simultaneously with the closing of the circuit through said danger signal.

3. In an automatic block signaling system of thev character described, the combination with a plurality of magnets disposed contiguous to the track, and means for energizing said magnets, of a pair of signals carried by the'train indicative of caution and safety, electrically energized circuits for said signals, an additional circuit, a switch member in the latter, a movable arm operated by said magnets and coperating with said member for closing thersame, an additional magnet in said additional circuit, an additional switch member in the circuit of said caution signal, and an armature for said magnet cooperating with said additional member for openin the latter.

4. In an automatic bloc signaling system of the character described, the combination with a plurality of magnets disposed contiguous to the track, and means for energizing said magnets, of a pair of signals carried by the train and indicative of danger and safety, electrically energized circuits for said signals, an additional circuit, a switch member in the latter, a movable arm operated by said magnets and coperating with said member for closing the same, a magnet in said additional circuit, an armature for said magnet adapted to open the circuit through said danger signal, an additional magnet in the circuit of said danger signal, and an armature for the former adapted to close the circuit through said safety signal simultaneously with the' opening of the circuit through said danger signal.

5. In an automatic block signalin system of the character described, the com ina-tion with a plurality of signals indicative of caution, safety, and danger, and energizing circuits for said signals, of an electromag net in the circuit of said caution signal, an armature for said magnet and ada ted to close one break in the circuit of sai safety signal, an electro-magnet included in the circuit of said danger signal, an armature for said magnet, said armature being adapted to close the remaining 'break in the circuit of said safety signal, an additional electro-magnet, an energizing circuit therefor, an armature for said addi'tional electromagnet, said armature being adapted. to close a break in the circuit of said danger signal, switch members in the respective cir; cuits of said safety signal and said additional magnet, a movable arm carried by the train and adapted to close one of said switch members when actuated in one direction, and to close the other switch memberY when operated in the opposite direction, and Q means disposed contiguous to the track toi actuate said arm in opposite directions, substantially as and for the urpose set gforth. i'

6. In an automatic b ook signaling system, the combination with an electromagnet disposed contiguous to the track, and means for energizing said magnet, of a pair of signals carried by the train and indicative of safety and caution, energizing circuits for said signals, a switch included in the circuit of said caution signal, a movable arm carried bythe train and influenced by said magnet to coperate with said \switch and close the circuit of said caution si al, and

means controlled by the circuit o the latas and for the purpose set forth.

ter to interrupt the circuit of saidsafety signal during the maintenance of said caution circuit substantially as and for the purpose set forth.

7. In an automatic block signaling system, the combination with anelectromagnet disposed contiguous to the track and means for energizing thev same of a pair of signals carried by the train, energizing circuits for said signals, a switch in each of said circuits, one of said switches being normally open, the other closed, an arm movably mounted on the train adapted to be influenced by said electromagnet, said arm coperating with the normally opened switch to close the latter and complete the circuit of one of said signals, and means included in the last mentioned circuit to open the normally closed circuit during the completion of the normally open circuit.

8. In an automatic block signaling system, the combination with an electromagnet disposed contiguous to the track, and means tc energize said magnet; of a pair of signals carried by the train, energizing circuits therefor, one of 4the latter bein normally open, the other closed, switches included in and controlling said circuits, an arm movably mounted on the train and cooperating with the switch of said normally open circuit to close the same, and an electromagnet included in said normally open circuit to govern the switch in the normally closed circuit, whereb when one circuit is energized, the other will be denergized substantially 9. In an automatic block signaling system, the combination with an electromagnet disposed contiguous to the track and means to energize said magnet; of signals carried by the train, one indicating caution, the other safety, energizing circuits for said-sig nals, a switch included in each of said circuits, the switch in the circuit of said safety signal maintaining the latter normally closed, the switch in the circuit of said caution signal being normally open, means movably mounted upon the train and influenced by said electromagnet to close the circuit of said caution signal, and means included in the latter to open the switch in the circuit of said safety signal during the interval. the circuit of the caution signal is maintained in closed condition substantially asand for the purpose set forth.

10. In an automatic block signaling system the combination with two trackinagnets disposed in planes one above the other and in predetermined relationand means to energize said magnets, of a pair of signals carried by the train, energizing circuits therefor, means to maintain one of said circuits normally closed, the other open, a movable arm carried by the train and adapted to pass above and below said magnets to be actuated in opposite directions thereby, cooperating means in said circuits controlled by the movement of said arm, whereby movement of the latter in one direction reverses the condition of the circuits, means to retain said circuits in reversed condition, and means coacting with said arm when the latter is moved in an opposite direction to restore the circuits to their original condition.

1l. In an automatic block signaling system of the character described, the combination with a plurality of magnets disposed contiguous to the track, and means to energize said magnets; of an arm movably mounted upon the train and actuable in opposite directions 'by said magnets, a plurality of signals carried by the train and indicating safety, 'cautiomand danger, energizing circuits for the respective signals,

means to complete the circuit of said danger signal, coperative means relatively arranged in the circuits of the respective signals and controlled by said arm, whereby movement of the latter in one direction opens the safety and caution signal circuits, and when actuated in the opposite direction reverses the condition of the safety and caution signal circuits.

12. In an automatic block signaling system of the character described, a plurality of energizable members disposed contiguous to the track, movable arms carried by the train and adapted to be influenced by said members, a battery circuit-also carried by the train, a plurality of signals indicative of safety, caution, and danger energized by said battery, and coperating means included in the respective circuits of said signals and coacting with onepof said movable arms whereby when the latter is actuated in one direction, the circuit of one of said signals will be broken, the other closed and when actuated in the opposite direction, the

condition of the circuitsis reversed, an air controlling valve,a solenoid included the circuit of said battery and operativelconnected with said valve to actuate the latter and means included in the circuit of saidsolenoid` and cooperating with said arm whereby when the latter is moved in one direction, said solenoid will be energized,

.the circuit of one of said signals closed, and

coacting with one of said movable arms whereby when the latter is actuated in one direction, the circuit of one of said signals will be broken, the other closed and when actuated in the opposite direction, the condition of the circuits is reversed, an air controlling valve, a service solenoid included in the circuit of Said battery and operatively connected with said air valve to partially actuate the same, an emergency solenoid also included in the circuit ot said battery, means controlled by said Solenoid to complctely open eaid air valve, means. influenced by sa id emergency Solenoid to record the time said valve is actuated, means included in the circuit ot' eaid service solenoid and coperating kwith the other n'iovable arm whereby when the latter actuated in one direction, Said solenoid will be energized, the circuit of one ot said signals completed, and thel circuit of one of Said other signals broken, and means included in the circuit of said emergency solenoid and mperating with said arm whereby when the latter is actuated in an opposite ,lirection, sole,- noid will be ei'iergized to completely open Said salve Substantially as and for the pur rose eet forth.

llt. .ln an automatic block Signaling System ol1V the character describe-d, the combination with a plurality of magnete disposed contiguous to the track', and means for energizing said magiiets, ot a plurality of sigtially opening the latter, a circuit for said i solenoid, an emergency solenoid operatively connected with said. valve for completely opening the latter, a circuit for said emergency solenoid, switch members in the circuits of said Solenoids, a movable arm operated by said magnets and cooperating with said switch members to close the circuit through said service solenoid When moved in one direction and to close the circuit through said emergency solenoid when moved in the opposite direction, means included in the circuit of said service solenoid for closing the circuit through Said danger` signal and for breaking the circuit through said caution signal, and additional means included in the circuit of Said danger signal tor breaking the circuit through said safety Signal.

In testimony whereof We have hereunto Het our hands in presence of two subscribing witnesses.

ARTHUR P. SANBORN. ROY C. VILSON.

lVitnesses:

H. P. Hon'roN, R. lVINTER. 

